System for securing an aircraft door

ABSTRACT

Systems and methods for securing an emergency exit door on an armrest of a seat are provided. A system includes a latch connected to an armrest of a seat of a vehicle. The latch is moveable relative to the armrest between a stowed position and a deployed position. The latch is structured and arranged to engage an edge of a door that is associated with an exit of the vehicle to hold the door on the armrest.

BACKGROUND

The present invention relates generally to vehicle systems and, moreparticularly, to systems for securing an aircraft door upon removal ofthe door from a fuselage.

Many passenger aircraft have an overwing exit that is accessible by adoor in the side of the aircraft fuselage. Overwing exits are primarilyself-help exits meaning that in an emergency egress the passengersseated immediately adjacent to the exit will be responsible forassessing external hazards and opening the door of the exit. To use theoverwing exit, e.g., during an emergency egress situation, the door atthe overwing exit is manually unlatched and detached from the fuselageby a person inside the aircraft cabin. In some types of aircraft, thesafety briefing card instructs the passenger to pull the door into thecabin and place the door on the armrests of the seats in the exit aisle.This approach is problematic, though, because it is difficult to balancethe door on the armrests of the seats without the door sliding off ofthe armrests and blocking the egress path to the overwing exit.Moreover, even if a first passenger does successfully balance the dooron the armrests, another passenger may accidently bump the door and/orseats while making their way to the overwing exit, and this accidentalbumping may dislodge the door from the armrests such that the door fallsdown into the exit row and obstructs the egress path to the overwingexit.

In other types of aircraft, the safety briefing card instructs thepassenger to throw the door out of the cabin through the overwing exit.However, this action is problematic in that a door that is thrown out ofthe overwing exit might land on the wing and pierce the skin of the wingand cause a fuel leak. Another hazard with throwing the door outside theaircraft through the overwing exit is that the door may get stuck on thewing and block egress of the passengers from the cabin. Additionally,the door is typically very heavy, sometimes as much as forty pounds, andit can be difficult for some passengers to throw the door into clearspace outside of the aircraft.

SUMMARY

In an aspect of the invention, there is a system that includes a latchconnected to an armrest of a seat of a vehicle. The latch is moveablerelative to the armrest between a stowed position and a deployedposition. The latch is structured and arranged to engage an edge of adoor that is associated with an exit of the vehicle to hold the door onthe armrest.

In another aspect of the invention, there is a vehicle including: anoverwing exit in a fuselage; a door associated with the overwing exit; aseat in an exit row associated with the overwing exit, the seatcomprising an armrest; and an element, in the armrest, that isstructured and arranged to engage and hold an edge of the door when thedoor is removed from the overwing exit and placed on the armrest.

In another aspect of the invention, there is a method including:detecting an action at a door associated with an overwing exit at anexit row of an aircraft; and modifying a seat in the exit row based onthe detecting the action at the door. The modifying the seat includes atleast one of: automatically deploying a latch in an armrest of the seat;automatically rotating a distal end of the armrest downward; andautomatically moving the seat to increase a size of an egress path ofthe exit row.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is described in the detailed description whichfollows, in reference to the noted plurality of drawings by way ofnon-limiting examples of exemplary embodiments of the present invention.

FIG. 1 depicts aspects of a system in a stowed position in accordancewith embodiments of the invention.

FIGS. 2 and 3 depict aspects of the system in a deployed position inaccordance with embodiments of the invention.

FIG. 4 depicts an actuation diagram in accordance with embodiments ofthe invention.

FIGS. 5 and 6 depict additional aspects of the system in accordance withembodiments of the invention.

FIG. 7 depicts another system in accordance with embodiments of theinvention.

FIG. 8 shows a flowchart of a method in accordance with embodiments ofthe invention.

DETAILED DESCRIPTION

The present invention relates generally to vehicle systems and, moreparticularly, to systems for securing an aircraft door upon removal ofthe door from a fuselage. According to aspects of the invention, aseries of latches are arranged in armrests of seats in an exit rowcorresponding to an overwing exit in an aircraft. The latches may beactuated manually or automatically upon removal of the door from theoverwing exit. In embodiments, an actuated latch extends upward out ofthe armrest and provides a catch for the door that is placed on thearmrest. In this manner, systems of the present invention may be used toprevent the door from falling off the armrest and into the egress pathto the overwing exit.

Embodiments of the invention are described with respect to an overwingexit of an aircraft. However, the implementations of the invention arenot limited to aircraft. Instead, aspects of the invention may be usedin any vehicle having seats and an emergency exit with a removable door(or hatch). In addition to aircraft-based implementations describedherein, aspects of the invention may be utilized in a passenger car of arail vehicle such as a commuter train, or in a waterborne vehicle suchas a ferry boat, without limitation.

FIG. 1 depicts a system in a stowed position in accordance with aspectsof the invention. In particular, FIG. 1 shows a portion of an interiorof a cabin of a vehicle 10. The cabin is defined by a sidewall 12 and afloor 14. In a preferred embodiment, the vehicle 10 comprises anaircraft and the sidewall 12 comprises a portion of the fuselage thatdefines a passenger cabin of the aircraft. The sidewall 12 may include anumber of windows 13.

Still referring to FIG. 1, the vehicle 10 includes an exit 16 in theform of an opening in the sidewall 12. In the aircraft embodiment, theexit 16 may be an overwing exit. During normal operation of the vehicle10, a door 18 is arranged in and closes the exit 16. In an egresssituation, such as an emergency exit from the cabin to outside thevehicle 10, the door 18 may be removed from the exit 16 (as shown inFIG. 2) to allow passengers to egress through the exit 16. The door 18may include, for example, at least one handle 20 that may be manuallyactuated by a person in the cabin to release the door 18 from the exit16 in a conventional manner.

With continued reference to FIG. 1, the vehicle 10 may include rows 24,25, 26 of seats 30 in the cabin. The row 25 that is next to the exit 16is referred to as the exit row. As shown in FIG. 1, row 24 is forward ofthe exit row 25 and row 26 is aft of the exit row 25. An egress path 28for the exit 16 is defined between the seats of egress row 25 and theseats of row 24. Each row 24-26 may have any desired number of seats 30,such as one, two, three, or other number. The vehicle 10 may includemore rows than the three rows 24-26 shown in FIG. 1.

Each seat 30 may include a seat portion 32, a back 34, and an armrest36. The seats 30 may be constructed in any desired manner. According toaspects of the invention, at least one armrest 36′ of at least one seat30′ in the exit row 25 includes a latch 40. FIG. 1 shows the latch 40 ina stowed position in the armrest 36′, e.g., during normal operation ofthe vehicle 10 when the door 18 is arranged in the exit 16. Inembodiments, in the stowed position the latch 40 does not extend higherthan an upper surface of the armrest 36′. FIG. 2 shows the latch 40 in adeployed position, e.g., in an egress situation when the door 18 isremoved from the exit 16.

As shown in FIG. 2, the deployed latch 40 provides a structural elementthat extends upward from the top surface of the armrest 36′ and thatabuts an edge of the door 18 when the door 18 is placed on the topsurface of the armrest 36′. According to aspects of the invention, theabutment of the latch 40 against the door 18 retains the door 18 on thearmrest 36′ and inhibits the door 18 from sliding off the armrest 36′into the egress path 28. The door 18 may have a convex shape that causesthe door 18 to slide along the armrest 36′ to a position where the door18 contacts the deployed latch 40. A single latch 40 is described hereinfor illustrative purposes, but it should be understood that the exit row25 may include plural latches 40 that all operate in the same manner.For example, FIG. 3 shows a seat 30′ of the exit row 25 with arespective latch 40 in each armrest 36′. Moreover, an exit row 25 mayinclude plural seats 30′ of the type shown in FIG. 3.

In embodiments, the latch 40 comprises a structural element that ismoveable relative to the armrest 36′ from the stowed position (FIG. 1)to the deployed position (FIG. 2). In the deployed positon, at least aportion of the latch 40 extends upward from the top surface of thearmrest 36′. The movement of the latch 40 relative to the armrest 36′(from the stowed positon to the deployed positon) may be translationaland/or rotational movement.

The actuation of the latch 40 from the stowed position (FIG. 1) to thedeployed position (FIG. 2) may be manual or automatic. In an exemplarymanual embodiment, the latch 40 comprises an element hinged to thearmrest 36′ and the manual actuation includes a person touching thelatch 40′ (e.g., with their hand) to rotate the latch 40 relative to thearmrest 36′ to move the latch 40 from the stowed positon to the deployedpositon. Another exemplary manual embodiment includes a manual triggermechanism at the seat 30, such as a push button on the armrest 36′ that,when pressed by a person causes the latch 40 to move from the stowedposition to the deployed position.

In an automated embodiment, an action at the door 18 automaticallycauses the latch 40 to move from the stowed position to the deployedposition. The action at the door 18 may comprise, for example, movementof the handle 20 beyond a threshold position or movement of the door 18out of the exit 16. In embodiments, an actuation system 50 (shown inFIG. 4) detects the action at the door 18 and automatically deploys thelatch 40 based on the detected action. The system 50 may comprise amechanical system, an electrical system, or an electro-mechanicalsystem. In one exemplary embodiment, the system 50 includes a sensor 52that detects movement of the handle 20 beyond a threshold position (orremoval of the door 18 out of the exit 16), and an actuator 54 thatmoves the latch 40 to the deployed position based on the detecting theby sensor 52. The sensor 52 may comprise any suitable sensor, such as alimit switch or a proximity sensor. The actuator 54 may comprise anysuitable actuator, such as an electrical actuator or anelectromechanical actuator (e.g., a solenoid actuator). An output signalof the sensor 52 may be provided directly to the actuator 54 (e.g., bywiring), or may be provided to a controller “C” that in turn provides acontrol signal to the actuator 54 (also by wiring). In another exemplaryimplementation, the system 50 comprises a system of mechanical linkagesthat are operatively connected between the handle 20 and the latch 40,whereby movement of the handle 20 is transmitted to the latch 40 (by thesystem of mechanical linkages) to cause the latch 40 to move from thestowed position to the deployed position. The invention is not limitedby these examples, and any suitable system may be employed toautomatically deploy the latch 40 based on an action at the door 18.

In automated embodiments, the latch 40 may be locked in the stowedposition such that the latch 40 can only be automatically actuated bythe system and cannot be manually actuated by a person. This reduces thelikelihood of accidental damage to the latch 40 which might cause thesystem to malfunction.

In both manual and automated embodiments, the latch 40 may be configuredto lock in the deployed position. For example, a mechanical lock system,such as a detent or other system, may be configured to hold the latch 40in the deployed position when the latch is moved from the stowedposition to the deployed position. In this manner, inadvertent stowingof the latch 40 is prevented.

FIG. 5 depicts a system in a deployed position in accordance withanother aspect of the invention. In embodiments, the armrest 36′ isconfigured to pivot about an axis 60 such that a distal end 62 of thearmrest 36′ moves downward. Moving the distal end 62 downward reducesthe vertical distance required to lift the door 18 onto the armrest 36′,which makes it easier for a person to lift and place the door 18 on thearmrest 36′. As shown in FIG. 5, the latches 40 also deploy such thatthe door 18 is held on place on the armrest 36′ despite the downwardslope of the armrest 36′.

The pivoting of the armrest 36′ may be manual or automated. In anexemplary manual embodiment, a single push button on the armrest 36′causes both deployment of the latch 40 and pivoting of the armrest 36′.In an exemplary automated embodiment, the pivoting of the armrest 36′may be controlled by the system 50 depicted in FIG. 4. For example, anactuator 64 may be configured to cause the pivotal movement of thearmrest 36′ based on the sensor 52 detecting the action at the door 18as already described herein.

FIG. 6 depicts additional aspects of a system in accordance withembodiments of the present invention. As illustrated in FIG. 6, theseats of the exit row 25 and/or the seats of the row 24 immediatelyforward of the exit row 25 may be moved along the floor 14 to increasethe size of the egress path 28. For example, the seats 30 of row 24 maybe connected to the floor 14 by tracks 74, and the seats 30′ of exit row25 may be connected to the floor 14 by tracks 75. In embodiments, basedon the sensor 52 detecting the action at the door 18 as describedherein, an actuator may be configured to cause the seats 30′ of exit row25 to move in an aft direction along the tracks 75, e.g., from firstpositon 81 to second position 82. Additionally or alternatively, basedon the sensor 52 detecting the action at the door 18 as describedherein, an actuator may be configured to cause the seats 30 of exit row24 to move in a forward direction along the tracks 74, e.g., from firstpositon 91 to second position 92.

As shown in FIG. 4, an actuator 94 that moves the seats along the floor14 may be provided control signals by the same controller C that causesthe latches 40 to move to the deployed position for holding the door 18on the armrest 36′. The actuator 94 and track 75 may comprise, forexample, a rack and pinion gear system or other suitable actuationsystem. In embodiments, the system includes additional sensorsconfigured to detect when passengers are out of row 24 prior to movingseats of row 24 forward. In embodiments, the system includes additionalsensors configured to detect when passengers are out of row 26 prior tomoving seats of row 25 aft.

FIG. 7 depicts an embodiment of another system in accordance withaspects of the invention. As shown in FIG. 7, the armrest 36″ of theseat 30″ in the exit row 25 is provided with a notch 100 near the distalend 62. The notch 100 has a size and shape that specifically correspondsto the size and shape of an edge 102 of the door 18. In this manner, thenotch 100 is specially configured to engage and hold the edge 102 of thedoor 18 when the door 18 is placed on the upper surface of the armrest36″.

FIG. 8 shows a flowchart of a method in accordance with aspects of theinvention. At step 801, a system detects an action at a door (e.g., door18) associated with an exit (e.g., exit 16) of a vehicle (e.g., vehicle10). In embodiments, the action comprises movement of a handle (e.g.,handle 20) of the door beyond a threshold position, or movement of thedoor out of the exit. The system may detect the action at the doorusing, for example, a limit switch, position sensor, or mechanicallinkage.

At step 802, based on the detecting the action at the door at step 801,the system automatically modifies a seat in the vehicle. Theautomatically modifying the seat may comprise at least one of: actuatinga latch (e.g., latch 40) in an armrest (e.g., armrest 36′) of the seatas described with respect to FIG. 2; rotating a distal end of thearmrest downward as described with respect to FIG. 5; and moving theseat along the floor to increase the size of an egress path as describedwith respect to FIG. 6. The automatically modifying the seat may beaccomplished using an electronic-based controller (e.g., controller C)and one or more actuators (e.g., as depicted in FIG. 4). When the exitrow adjacent the exit includes more than one seat, step 802 may includeautomatically modifying all the seats in the exit row.

The descriptions of the various embodiments of the present inventionhave been presented for purposes of illustration, but are not intendedto be exhaustive or limited to the embodiments disclosed. Manymodifications and variations will be apparent to those of ordinary skillin the art without departing from the scope and spirit of the describedembodiments. The terminology used herein was chosen to best explain theprinciples of the embodiments, the practical application or technicalimprovement over technologies found in the marketplace, or to enableothers of ordinary skill in the art to understand the embodimentsdisclosed herein.

What is claimed is:
 1. A method, comprising: detecting an action at adoor associated with an overwing exit at an exit row of an aircraft; andmodifying a seat in the exit row based on the detecting the action atthe door, wherein the modifying the seat comprises at least one of:automatically deploying a latch in an armrest of the seat; automaticallyrotating a distal end of the armrest downward; and automatically movingthe seat to increase a size of an egress path of the exit row.
 2. Themethod of claim 1, wherein a sensor performs the detecting.
 3. Themethod of claim 1, wherein an actuation system performs the modifying.4. The method of claim 1, wherein the detected action at the doorcomprises one of: movement of a handle of the door beyond a thresholdposition; and movement of the door out of the exit.
 5. The method ofclaim 1, wherein the modifying the seat comprises both of: theautomatically deploying the latch in the armrest of the seat; and theautomatically rotating the distal end of the armrest downward.
 6. Themethod of claim 5, further comprising locking the latch in a deployedposition after the automatically deploying the latch.
 7. The method ofclaim 1, wherein the modifying the seat comprises both of: theautomatically deploying the latch in the armrest of the seat; and theautomatically moving the seat to increase the size of the egress path ofthe exit row.
 8. The method of claim 7, wherein the moving the seatcomprises moving the seat in an aft direction along a floor of theaircraft.
 9. The method of claim 8, further comprising, based on thedetecting the action at the door, moving another seat in a forwarddirection along the floor of the aircraft.
 10. The method of claim 7,further comprising locking the latch in a deployed position after theautomatically deploying the latch.